Operating mechanism for dump cars



Jan. 29 1924.

J. D. BENBOW OPERATING MECHANISM FOR DUMP CARS Filed Dec. 2, 1918 s sheets-sh et. 1

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J. D. BENBOW OPERATING MECHANISM FOR DUMP CARS Jan, 29 1924.

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:Lmrenizr W4 (SW Patented Jan. 29, 1324:.

JAMES D. BENBOW, OF AURORA, ILLINOIS, ASSIGNOR TO WESTERN WHEELED COMPANY, OF AURORA. ILLINOIS, A CORPORATION OF ILLINOIS.

SCBAPER OPERATING MECHANISM roe nUi/rr cans.

Application filed December 2, 1918. Serial No. 265,001.

To all whom it may concern Be it known that I, JAMES D. BnNnow, a citizen of the United States, and a resident of Aurora, in the county of Kane, and State a of Illinois, have invented certain new and useful Improvements in Operating Mechanism for Dump Cars, of which the following is a specification, reference being had to the accompanying drawings.

My invention relates to dump cars in which the car bed is dumped and righto'd by compressed air, and, has particularly to do with such dump cars in which the-valve mechanism by which the admission of C0111 Dressed air to the cylinder or cylinders of the car and its exhaustion therefrom is controlled is operated independently of the air pressure in the chamber or duct through which compressed air is supplied to the mechanisms of this type are designed for use in systems comprising amain air sup ply, such as a train pipe carrying compressed air supplied fromthe locomotive, and an auxiliary air supply contained in a series of, reservoirs carried by the several cars of the train. which reservoirs are charged from the train pipe. The air by which the operating cylinders of any given car are operated is taken from the reservoir carried bythat car. the admission of such air to the operating cylinders being ordinarily controlled by valve mechanism actuated to admit the air to such operating cylinders or to exhaust it therefrom by"coni.- pressed air received directly from the main supply, although in Somecases provision is also 'niade for operating such valve mechanism by air talreirfrom one of the reservoirs.

The object of my present, invention is to provide certain improvements in-operating systems of the type described, and particularly in the valve mechanism thereof as will fully appear from the following doscription of the embodiment thereof illus trated in the a-ccon'ipanying drawings. What I regard as new is set forth in the claims' 7 v In the accompanying drawings: I Fig. l is a perspective view illustrating the principal parts of the dumping mechanism of a car, having my improved valve mechanism incorporated therein; Fig. 2' is view principally in section. 'iioperating cylinder of the can, Operating lustrating my improved valve and its connections the valve being shown in its nor mal position; r r

.Fig. 3 is a sectional view of my improved valve mechanism illustrating the valve in position to admit compressed air to the operating cylinder of the car; and

Fig. 4c is a view principally in section, showing the valve mechanism illustrated in Figs. 23 combined and cooperating with acut-ofi' valve arranged to be actuated by the piston in the operating cylinder whenit approaches the end of its operating stroke. Referring to the drawings, 5 indicates the train pipe which is supplied with compressed air from the locomotive. As illus trated in Fig. 1. the intermediate portion of the train pipe extends across the car so that its opposite end portions are at opposite sides of the car. The ends of the train pipe are provided with couplings 6 for connecting together the train pipes of adjoining cars in the train. Cut-off valves 7 are also provided at the end port ons of the train p pe, as shown in said figure. 8. indicates the air reservoir hereinbefore referred to.

which is suitably mounted on the underbody of the car,.and is adapted to receive air from the train pipe 5 through a branch pipe 9, which is connected with the train pipe 5 as shown in Fig. 1. The branch pipe 9 is provided with a check valve 10 for preventing back-flow of air from the reservoir 8 through the .pipe 9 to the train pipe Said branch pipe is also provided at opposite sides of the check valve 10 with cut-oli' valveslll2, the purpose of which will be hereinafter explained. l314= indicate auX- iliary train pipes, one or which is provided at each side of the car, said pipes be ng provided at their ends with couplings iii-16,

respectively, and with cut-off valves 17-18, respectively. Thus the several auxiliary train pipes of the cars of the trainmay be connected in series or the auxiliary train pipes of any car maybe cut off from the others by closing the valves 1? and 18 of such car. 19 indicates a pipe which leads from the branch pipe 9 between the check valve '10 and the cut-elf valvel2g' as shown in Fig 1, and is connected with both aux;- iliarytrain pipes 181 l. As shown in said figure, the pipe 19 is connectedwith the aux ilia ry train pipe 13 by a pipe 20 provided with a valve 21 similar to a stop and waste.

cock in that when open it admits air from the pipe 9 through pipe Qtl to the auxiliary pipe '13, and when closed it cuts off the pipe 13 from the pipe 19 and permits the air 'inthe pipe 13 to exhaust into'the atmosthe valves 21 and 25 are closed and the valves 11 and 12 are open, compressed air will'be admitted to the reservoir 8 from the train pipe 5, and in like manner all the reservoirs of 'the several cars may be charged from the train pipe. It will also be seen that the auxiliarj train pipe 13 may be supplied with compressed air either directly vfrom the train'pipe 5 or from the reservoir 8, since by closing valve 12 and openingvalve 21, compressed air will flow irom pipe 5 through branch pipe 9 to pipe 19, and thence through pipe -20 to pipe 13, or by closing valve 11 and opening valve 21, compressed air will flow from the reservoir 8 throughpipes 9, 19, and 20 to pipe 13. By keeping valve '21 closed, and opening valve 25, theauxiliary train pipe 1 1 may be supplied with compressed air fromeither source in the same way.

2829 indicate the two operating cylinders of the car which, as shown in E5. are placed at opposite sides of the car near the longitudinal center thereolt'. As illustrated in Figs. 2 and at, these cylinders are provided with pistons or plungers 30, the rods 31 of which extend up through the upper head 32 of the cylinder. These piston rods are preferably tubular, and are operatively connected in any approved waywith the ar bed so that when the piston is ac mated by the admission of compresses air to the cylinder the carbed will be dumped or righted, as the case may be. The construe tion of such connecting devices is not shown. as the'improvements which torm' the subject-matterot' thisapplication may be eniployed in connection with a variety oi such connecting devices, and the latter form no part thereof.

Referring now more particularly to Figs. 23, which illustrate the automatic valve mechanism by which the admission of compressed air to and its exhaustion from the cylinders 28'29 from the reservoir 8 is controlled, 33 indicates the casing. of the valve, which comprises a main valve chainher 34 which is in the form of an elongated cylinder, an auxiliary chamber 35 adjacent to one of the mam chamber 3 1-, and a dripQchanilier 36 below the auxiliary chamher 35. As shown in Fig. 2, the auxiliary chamber is of considerably greater di-- ameter than the main chamber 3 1, and has mounted therein a piston 37, the stem 38 of which is adapted to project into the adjacent end of the main chamber 34-. The piston 37 is provided with a cup washer 39, of leather or other suitable material, which fits closely in the bore of the chamber 35. 40 indicates a port which afl'ords communication betw en the drip chamber 36 and the aux;- iliary chamber 35. 41 indicates laterally disposed inlet duct through which air may be admitted to the drip chamber 36 from a pipe 42 which connects with one or the other of the auxiliary train pipes 13-1 1. 13 indicates a defl ctor in the drip chamber 36 opposite the inner end of the duct e1 tor promoting condensation of moisture 44- indicates a plug closing the bottom of the drip chamber 36. It will be apparent from the foregoing description that compressed air admitted to the drip chamber 36 will pass up through port 10 into the auxiliary Cl1z1l11 ber 35', thereby forcing the piston up in said chamber. When the pressure in the drip chamber 36 is releasedythe piston 37 is returned to its normal position, shown in Fig.

2, by the pressurein the mainchamber '34 above the piston therein, as hereinafter described, assisted, if desired, by a spring. '15 interposed between said piston and the upper end of the auxiliary chamber (It will be understood that the terms up? and down as herein used are relative only.)

The upper end portion of the main valve chamber 3 1 is provided with an inlet duct 16 which is connected by a pipe 4:7 with the reservoir 8 so that compressed air is admitted directly from the reservoir 8 to said duct. 18 indicates a cylindrical bushing in the main alve chamber 34, which bushing: is provided with three series of ports. The uppermost series l9 is arranged opposite an annular channel which connects with the inlet duct 46 through a laterally-disposed duct-51. The lowermost series of ports 52 lies opposite a series of exhaust ports 53 which connect the main valve chamber 34 with the auxiliary chamber An intermediate series of ports 54 registers with'an annular groove which connects with an outlet duct 56 at one side of the valve casing 33, said duct having connected therewith a pipe 5'? which leads to a duct 58 in the lowerhead of the cylinder 28. 60 iudirates a cylindrical piston or slide valve, the intermediate portion of which is of reduced diameter, and which carries adjacent to its ends cup washers61-62, which bear closely in the bushing 48. These washers are spaced apart asufiicient distance so that by moving the piston 60 longitudinally in the main valve chamber 34 it will operate to connect the ports 19 and 54, or the ports52 and "54.

When the ports 49 and 54 are connected, compressed air admitted to the'upper portion of the mainvalve chamber may pass through the ducts 49 and around. the intermediate portion of the piston 60 to the ports 54, and then through duct 56 to theoperating cylinder 28 or 29, as the case may be. This position is illustrated in Fig. 3. lVhen the parts are in the position shown in Fig. 2, the ports 54 are connectedwith the ports 52, and the compressed air in the operating cylinder may flowthrough pipe 57 and duct 56 to the valve chamber 34 and be discharged into the auxiliary-chamber 35 through ports 53. The upper portion of the auxiliary chamber is provided with exhaust ports 63, through which air in the auxiliary chamber 35 above the piston 37 is exhausted to the atmosphere. 64 indicates a bolt which connects the piston 60 with the piston 37 so that they move in unison. It will be observed that the upper end of the piston 60 is exposed to the pressure in the main chamber 34, so that said pressure, which may be assisted, if desired, by using the spring 45, operates normally to restore the parts to the position shown in Fig. 2, and thereby exhaust the air from the operating cylinder.

The operation of the mechanism thus far described is as follows: The parts being in the position shown in Fig. 2, when it is d'esiredto operate the piston in one of the operating cylinders, as .28, the valve 21 is opened. by means of the lever 22, thereby admitting compressed air to the auxiliary train pipe 13 either from the main train pipe 5 or from the reservoir 8, depending upon the position of the valves 1112, as hereinbefore explained. The compressed air admitted to the'pipe 13 enters the drip .cham

ber 36 and passes through port 40 into the auxiliary chamber 35 below the piston 37,

' forcing said piston up and moving the main valve piston 60 up to the position shown in Fig. 3, and thereby connecting. the inlet duct 46 of the main valve chamber with the outlet duct 56 thereof. This admits compressed air to the operating cylinder 28, and forces its piston up, thereby dumping the car bed or restoring it to its operative position according to 'circun'istances. If the valves 17 at the opposite ends of the auxiliary train pipe 13 are closed on the car whose valve 21 is open, only the operating cylinder of that car will receive compressed air, but if the valves 17 are open, all cars in communication therewith will be similarly operated. \Vhen the valve 21 isclo-sed, the pressure in the lower portion of the auxiliary valve chamber 35 will be released as the air in the pipe 13 will be exhausted through the valve 21; The pressure in the main chamber 34 will thereupon operate'to move the piston 37 down, thereby moving the piston 60 into the position shown in Fig;

2, whichwill connect theduct 56 and the operating cylinder'with theupper portion of the auxiliary chamber 35, which, as has been explained, communicates with the atmosphere through exhaust ports 63. Thus the air in the operating cylinder'28 will be permitted to exhaust into the atmosphere. While the pressure is constantly maintained in the upper portion of the main valve chamber 34, this does not prevent the operation of the pistons 37 and 60 in the manner described, owing to the larger diameter of the piston 37.

In Fig.4 I have illustrated the valve, mechanism above described, combined and cooperating with means for automatically cutting off the further admission of compressed. air to the operating cylinder when the piston thereof approaches the limit of its operating stroke. .111 the construct-ion illustrated in said figure, the port 46 is extended, as shown at 46, and leads to an annular groove which surrounds a cutoft chamber 66, in which is mounted a cutoff valve 67 movable in said cut-off chamber into position either to connect said cut-oil" chamber with the duct 46 or to cut them off from each other. Preferably said cut oil chamber isprovidedwith a bushing 68 having ports 69 which register with-the groove 65, and the valve 67 is provided with a pair of cup washers 70-71. spaced apart, as shown in Fig. 4. The upper portion of the cut-off chamber 66 connectsby a duct 72 with the pipe 47, and when the cut-off valve 67 is in its uppermost position the cup washer 7O overlies the ports 69 and disconnects the duct 72 from the duct 46*. \Vhen the cut-off valve 67 is in its lowermost position compressedair may flow from duct 72 through ports 69 to duct 46*, and into the 'main'valve chamber. i

The cut-ofi' valve 67 rests upon the upperend of a plunger 73 which is fitted in a suitable bearing in the upper head 32 of the opera-ting cylinder and extends down a short distancethereinto, as shown in Fig. 4, in positionto intercept the piston 30 when it approaches the upper limit of its operating stroke. Thus the piston 30 operates to raise the plunger 73 and lift the cutolt valve 67 into position to close the ports 69. The cup washer 71 is constantly interposed between the ports 69, and the open ing in which the plunger 73 is fitted, and

consequently prevents leakage of compressed air into the operating cylinder above the piston 30 therein. By this construction, when the piston 30 reaches the limit of its operating-stroke, the further admission of compressed air to'theoperating cylinder is cut off and remains cut-ofl until the pressure in the operating cylinder below the piston is released, whereupon the piston 30 descends and thee'utbfi valve'67 is restored to its operative position,shown in Fig. 4e, by the pressure of the' air admittedfi throu gh pipe-'Mifrorn' the reservoir 8 I have used the tcr'ms main and auxiliaryin connectior" ith the valvecliambersimerely for conveniencefofwdescri'ption; I

. that I clairn asirnyiinve'ntionl and :desire to: secure by Letters Bat ent, is:

' 1;;111 ancperlating. mechanisnr-for dump cars;- the combination? with means for supplying" compressed air, and an operating cylinder, of a valve interposed between 7 said air supplying means and said dylindenrisaid valve comprising; a main valve chamber, 'an inlet duct leading to -one end-portion there of an auxiliary" chamber communicating with the opposite endoi saidniain chamber, a passage communicating interme'diately with said main chamber and connected with said cylinde-r,-an exhaust port leading'from said 'main' chamber into said auxiliary chamber, an exhaust port opening outof said auxiliary chamber, a lslideivalve movable in said main chamberi to con'nect: said passageweither with said? inlet (lUiCtrOP with said -first mentioned exhaust port, and means actuated by the admission of compressed air to' said auxiliary chamber for operatingsaid slide valve to connect said passage with said inlet duct.

2. In an operating mechanism for dump cars,-the combinationwith means for supplying-compressed air, and an operating cylinder. or a valve interposed betweenv said air supplying means and saidcylinder, said valve comprising a main valve clianiberyan inlet duct communicatingwith one end portion of-said' main valve chamber, arrauxiliary-Ghai'nber, a passage communicating intermediately with said main chamber and connectedwith said cylinder, a slide valve movable in said main chamber-to connect saidlpassage with said inlet duct or to' cut it off theretrom,--one end ofsaid slide valve being. exposed to the pressure at sa-id inlet duct, and means actuated by the admission of" compressed air to said auxiliary chamber for moving-saidslide valve to connect-said passage with said inlet vduct.

' 8: In anoperat'ing mechanism for dump cars, the combination with means for" supplying compressed air, and an operating cylinder, of a valve interposed between said air supplying means and-said cylinder, said valve comprising a main valve-chamber, an inlet duct communicating zlater'ally therewith. an auxiliary chamber, a passage cominunioati-ng with said main chamber and connected with saidwcylinder, a slide valve movable in said-main chamber to connect said passage with said inlet" duct, .saidr'main valve chamber also: communicating- With said inlet beyondthe end: of said slide valve, and nieansactua-ted by the admission vof compressed air to? said; 'au xili'aryichambenfor o'pe'mt-ing said slide valve to admit air to said cylinder. 4: Ah valve comprising a' main valve chamber, aninlet duct' leading to oneend portionitliereoi', an auxiliary'chamber communicating" with the opposite end: of said main chamber a passage communicating intermediateily with said main chamber, an exhaust port' leadingfromsaid main chamber into said" auxiliary chamber, aqsecbnd exhaust port leading out of saidauxiliary chamber, a 'valve"movable in said main chamberto connect saidpassage"either with said'inl'et duct or with said first mentioned exhaust port, andi'means actuated by the admission of compressed air to said auxiliary chamber "for moving said valve to connect said inlet with said passage.

15.- Aflvalve comprising a main valve chainber,. an inlet duct 'leading to one end portion thereof, an auxiliary chamberco1nmunicating with the opposite end of said main": chamber, a passage communicating intermediately with said main chamber, an

exhaustwport leading from said main chamher into said auxiliary chamber, a second exhaust 7 port leading out "of said auxiliary chamber, a'valve movable in-said main chamber to connect :sa-id passage either with SHdd lHlGtrClUC/bHOI vith-said first mentioned exhaust port; an inlet duct leading to said auxiliary. chamber, and a piston'in said: auxiliary ichainber between the latter inlet andsaidzsecondexhaustport for reciprocatingsaid valve."

6.: .A valve comprisingamainva lve chainber, anxinlet-duct leading to one end portion thereof, an auxiliary chamber communicating with the opposite end of said main chamber, a passage -:connnnnicating :intermediately with said main chamber, an exhaust port leading from said main chamber intosaid auxiliary chamber, a-second exhaustport' leadiing out of said'auxiliary chamber, a valve movable in said main chamber to'connect said passage either with said-inlet duct or with-said first mentioned exhaust port,i an inlet duct leading to said auxiliary chamber, apiston in said auxiliary chamber between the'latter inlet-and: said second port for reciprocatingsaid valve, and a'spring in said auxiliary chamber tend ing to move said piston in one direction.

7 In an operatingmechanismfor dun-1p cars, the 'combin'ation with a compressed air reservoir, a'trainpipe, and an operating cylinder, or a'valvecomprisinn mainand auxiliary chambers, means connecting one end portion 'oif said main chamber with said reservoin-"means' connecting said auxiliary chamber with said train-pipe, mea'nsconnecting: theintermediate portion ofsaid Inain: chamber with said cylinder, means in said main chamber norma l-lyi operating to cut off "the flow of airflow-said r reservoir through said main chamber to said cylinder and actuated b the admission of compressed air from sai train pipe to said controlling the admission of air from said train pipe to said auxiliary chamber.

8. In an operating mechanism for dump cars, the combination with a compressed air reservoir, a train pipe, and an operating cylinder, of a valve comprising main and auxiliary chambers, means connecting one end portion of said main chamber with said reservoir, means connecting said auxiliary chamber with said train pipe, means connecting the intermediate portion of said main chamber with said cylinder, a slide valve normally operating to cut off the flow of air from said reservoir through said main chamber to said cylinder and actuated by the admission of compressed air from said train pipe to said auxiliary chamber to admit air from said reservoir to said cylinder, and means for controlling the admission of. air from said train pipe to said auxiliary chamber.

9. In an operating mechanism for dump cars, the combination with a compressed air reservoir, a train pipe, and an operating cylinder, of a valve comprising main and auxiliary chambers, means connecting one end portion of said main chamber with said reservoir, means connecting said auxiliary chamber with said train pipe, means connecting the intermediate portion of said main chamber with said cylinder, means in said main chamber normally operating to cut oii the flow of air from said reservoir through said main chamber to said cylinder and actuated by the admission of compressed air from said train pipe to said auxiliary chamber to admit air from said reservoir to said cylinder, means for controlling the admission of air from said train pipe to said auxiliary chamber, a piston in said cylinder, a cutoif valve between said reservoir and said main chamber, and means for actuating said cut-oil valve when said piston approaches the limit of its operating stroke to cut off the admission of lair from said reservoir to said main cham- JAMES D. BENBOW. 

